EP3084197B1 - Procédé de fonctionnement d'un moteur à combustion interne à pistons alternatifs - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne à pistons alternatifs Download PDF

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Publication number
EP3084197B1
EP3084197B1 EP14809594.6A EP14809594A EP3084197B1 EP 3084197 B1 EP3084197 B1 EP 3084197B1 EP 14809594 A EP14809594 A EP 14809594A EP 3084197 B1 EP3084197 B1 EP 3084197B1
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EP
European Patent Office
Prior art keywords
cylinder
exhaust valve
time
piston
gas
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EP14809594.6A
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German (de)
English (en)
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EP3084197A2 (fr
Inventor
Marc Oliver Wagner
Alexander Zink
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Mercedes Benz Group AG
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Daimler AG
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Publication of EP3084197A2 publication Critical patent/EP3084197A2/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/43—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging

Definitions

  • the invention relates to a method for operating a reciprocating internal combustion engine according to the preamble of patent claim 1.
  • a method for operating a reciprocating internal combustion engine in an engine braking operation is the U.S. 4,592,319 to be known as known.
  • the reciprocating internal combustion engine is used as a brake, that is, as an engine brake, for example for braking a motor vehicle.
  • the reciprocating internal combustion engine is used in engine braking operation to keep a speed of the motor vehicle at least substantially constant or to avoid that the speed of the motor vehicle increases excessively.
  • a service brake of the motor vehicle can be spared.
  • the use of the service brake can be avoided or kept low by using the reciprocating internal combustion engine as an engine brake.
  • An example of a related method is in Document EP-0961018 shown.
  • the reciprocating internal combustion engine is used or operated as a decompression brake.
  • the reciprocating internal combustion engine is operated in the engine braking operation in the manner of a well-known from the general state of the art decompression brake.
  • at least one exhaust valve of at least one combustion chamber in the form of a cylinder of the reciprocating internal combustion engine is closed for the first time within a working cycle.
  • gas in the cylinder for example fresh air
  • gas in the cylinder can be compressed by means of a piston arranged in the cylinder.
  • the outlet valve is opened so that the air compressed by the piston is let out of the cylinder in particular abruptly.
  • the compression energy is discharged from the cylinder at least largely unused.
  • the first or first opening of the exhaust valve is followed by a second closing.
  • the exhaust valve is closed a second time after the first opening.
  • gas still in the cylinder can be recompressed by means of the piston.
  • the exhaust valve is opened a second time so that the compressed gas can be released from the cylinder a second time without utilizing compression energy stored in the gas to move the piston from its top dead center to its bottom dead center could.
  • This at least two times opening and two times closing is performed within a working cycle and serves to discharge by means of the piston of the cylinder in the cylinder compressed gas from the cylinder.
  • the piston is pivotally coupled via a connecting rod with a crankshaft of the reciprocating internal combustion engine.
  • the piston is translationally movable in the cylinder relative to the cylinder, with the piston moving from its bottom dead center to its top dead center.
  • the translational movements of the piston are converted into a rotational movement of the crankshaft, so that this crankshaft rotates about an axis of rotation.
  • a working cycle of the crankshaft includes exactly 720 degrees crank angle. Within this 720 degree crank angle [° CA], the piston moves twice to its top dead center and twice to its bottom dead center.
  • a two-stroke engine is understood as a "working cycle” exactly one revolution of the crankshaft, so 360 degrees crank angle [° CA].
  • the engine braking operation differs in particular from a normal operation that the reciprocating internal combustion engine is operated in the engine braking operation without fuel injection, in which the reciprocating internal combustion engine is driven by wheels of the motor vehicle.
  • the reciprocating internal combustion engine is operated in a so-called train operation, in which the wheels are driven by the reciprocating internal combustion engine.
  • a fired operation in which not only air, but also fuel is introduced into the cylinder. This results in normal operation, a fuel-air mixture, which is ignited and thereby burned.
  • Object of the present invention is therefore to develop a method of the type mentioned in such a way that a particularly high braking performance can be realized.
  • the exhaust valve is kept open after the first opening and before the second closing so long that the Cylinder with gas, which flows in particular on an exhaust gas side of the reciprocating internal combustion engine via at least one outlet channel of at least one different from the cylinder, the second cylinder of the reciprocating internal combustion engine is filled.
  • it is inventively provided to introduce the gas from at least one second cylinder in the first cylinder and thereby to charge the first cylinder with the gas from the second cylinder.
  • at least one so-called reverse charging can be realized after a first decompression cycle of the first cylinder.
  • the exhaust valve of the first cylinder then closes in time for the second time so that the gas now in the first cylinder and coming from the second cylinder is compressed by means of the piston of the first cylinder. Following this, the exhaust valve of the first cylinder may then be opened the second time so that the first cylinder has a second decompression cycle and compression energy stored in the compressed gas can not be used to return the piston of the first cylinder from its top dead center to its bottom dead center.
  • the exhaust valve of the first cylinder thus performs within a cycle at least two successive decompression strokes, whereby the two decompression cycles of the first cylinder are effected.
  • the second decompression cycle is charged once or several times, since the second decompression cycle contains the gas from the second cylinder in the first cylinder.
  • the second decompression cycle or the second decompression stroke is configured such that the pressure prevailing in the first cylinder does not rise above the value against which at least one inlet valve of the first cylinder can openably hold.
  • a further embodiment is characterized in that in the engine braking operation within a working cycle at least a second exhaust valve of the second cylinder closed a first time, subsequently opened a first time, then a second time closed and subsequently opened a second time to thereby releasing compressed gas from the second cylinder by means of a second piston of the second cylinder in the second cylinder.
  • the first cylinder is filled with at least a portion of the gas discharged from the second cylinder, while the second exhaust valve of the second cylinder is at least partially opened after its second opening and before its first closing or after its first opening and before its second closing.
  • the second exhaust valve and the first exhaust valve are at least partially open, the compressed by means of the second piston gas on the exhaust or Exhaust side of the reciprocating internal combustion engine flow out of the second cylinder and flow into the first cylinder via at least one outlet channel of the first cylinder.
  • a decompression cycle or decompression stroke of the second cylinder and the second exhaust valve, respectively is utilized to charge the first cylinder for its second decompression cycle.
  • This charge is a particularly high amount of air in the first cylinder at its second decompression, so that a particularly high engine braking performance can be realized.
  • a particularly high charge of the first cylinder can be realized that the exhaust valve of the first cylinder is kept open after the first opening and before the second closing so long that the first cylinder with respective gas on the exhaust side via at least one respective exhaust duct from the second cylinder and from at least one third cylinder of the reciprocating internal combustion engine emanates, is filled. This means that the first cylinder is no longer charged with gas from the second cylinder, but also with gas from the third cylinder, so that a particularly high engine braking performance can be realized.
  • a third exhaust valve of the third cylinder is first closed, subsequently opened a first time, subsequently closed a second time, and subsequently opened a second time, thereby a third piston of the third cylinder in the third cylinder to discharge compressed gas from the third cylinder.
  • the third cylinder and its third exhaust valve are operated in the manner of the first cylinder and the first exhaust valve.
  • the first cylinder is filled with at least a portion of the gas discharged from the second cylinder, while the second exhaust valve is opened after its second opening and before its first closing. Further, the first cylinder is filled with at least a part of the gas discharged from the third cylinder, while the third exhaust valve is at least partially opened after its first opening and before its second closing. It is therefore intended to use the second decompression cycle of the second cylinder and the first decompression cycle of the third cylinder to charge the first cylinder for its second decompression cycle. This results in the second decompression cycle, a particularly high amount of air in the first cylinder, so that can be implemented a particularly high engine braking performance.
  • the first cylinder for its first decompression cycle is filled with gas in the form of fresh air via at least one inlet channel.
  • an inlet valve associated with the inlet valve is at least partially in its open position, so that in a movement of the piston of the first cylinder from the top dead center into the bottom dead center gas can be sucked in the form of fresh air through the inlet channel into the first cylinder.
  • This fresh air can then be compressed in the first decompression cycle by means of the first piston.
  • the compressed fresh air flows out of the first cylinder after the first decompression cycle.
  • the first cylinder is charged with gas derived from the second decompression cycle of the second cylinder and from the first decompression cycle of the third cylinder.
  • the respective gas can flow out of the second cylinder and the third cylinder via at least one respective outlet channel on the exhaust side of the reciprocating internal combustion engine and flow into the first cylinder via the at least one outlet channel of the first cylinder.
  • the three cylinders are fluidly connected to one another via an exhaust manifold, for example, which is arranged on the exhaust gas side and serves to guide exhaust gas or gas flowing out of the cylinders.
  • an exhaust manifold for example, which is arranged on the exhaust gas side and serves to guide exhaust gas or gas flowing out of the cylinders.
  • a further embodiment is characterized in that the exhaust valve of the first cylinder after the first opening at least to 210 degrees crank angle after top dead center, in particular after the top Zündtotrios, the piston of the first cylinder is kept open.
  • the upper Zündtot Vietnamese of the first piston is the top dead center of the piston, in the area in the fired operation of the reciprocating internal combustion engine ignition of the fuel-air mixture takes place. This ignition, of course, will be off in engine braking mode, with the term "top dead center” merely being used to distinguish this top dead center from the top charge cycle dead point (TDC) that the first piston achieves as exhaust gas is expelled from the first cylinder.
  • TDC top charge cycle dead point
  • the exhaust valve of the first cylinder is kept open at least up to 210 degrees crank angle after the upper Zündtot Vietnamese, the first cylinder can be charged with a particularly high amount of gas, so that a particularly high engine braking performance can be realized.
  • the exhaust valves execute a lower stroke in engine braking operation than in a normal operation different from engine braking operation, in particular traction operation, of the reciprocating piston internal combustion engine.
  • the exhaust valves are not opened at full stroke as in normal operation (fired operation or combustion operation). This full stroke does not occur during engine braking. Rather, the exhaust valve is opened with a contrast lower lift, both during the first opening and the second opening. It can be provided that the strokes are the same at the first opening and the second opening, or that the exhaust valve of the first cylinder is opened during the first opening and the second opening with mutually different strokes.
  • the invention also includes a reciprocating internal combustion engine for a motor vehicle, which is designed to carry out a method according to the invention.
  • Advantageous embodiments of the method according to the invention are to be regarded as advantageous embodiments of the reciprocating internal combustion engine according to the invention and vice versa.
  • the figures serve to illustrate a method for operating a reciprocating internal combustion engine of a motor vehicle.
  • the reciprocating internal combustion engine is used for driving the motor vehicle and comprises a total of, for example, six combustion chambers in the form of cylinders.
  • the cylinders are arranged in series. Three first of these cylinders are arranged in a first cylinder bank, wherein three second of these cylinders are arranged in a second cylinder bank.
  • the cylinder banks each have a common exhaust manifold. The method is described with reference to one of the cylinder banks, that is to say with reference to three of the six cylinders, the following embodiments also being readily applicable to the other cylinders and the other cylinder bank.
  • a first piston is arranged, wherein the first piston is translationally movable.
  • a second piston is arranged, wherein the second piston is translationally movable.
  • a third piston is also arranged, which is translationally movable.
  • the three pistons are pivotally coupled via a respective connecting rod with a crankshaft of the reciprocating internal combustion engine.
  • the crankshaft is rotatably mounted on a crankcase of the reciprocating internal combustion engine about an axis of rotation relative to the crankcase.
  • the articulated coupling of the pistons with the crankshaft converts the translatory movements of the pistons into a rotational movement of the crankshaft about its axis of rotation.
  • a fired operation of the reciprocating internal combustion engine is performed.
  • liquid fuel and air are introduced into the respective cylinders. This results in the respective cylinder, a fuel-air mixture, which is compressed.
  • the cylinders are each assigned at least one inlet channel, via which air can flow into the respective cylinder.
  • the inlet channel of the first cylinder is assigned a first inlet valve which is movable between at least one closed position fluidically blocking the inlet channel of the first cylinder and at least one open position fluidically releasing the inlet channel of the first cylinder.
  • a second inlet valve is associated with the inlet channel of the second cylinder, which is movable between a closed position fluidically blocking the inlet channel of the second cylinder and at least one open position fluidically releasing the inlet channel of the second cylinder.
  • an inlet valve which is movable between an open position fluidically blocking the inlet channel of the third cylinder and at least one open position fluidically releasing the inlet channel of the third cylinder. If the respective inlet valve is in its open position, then the air can flow into the respective cylinder via the inlet channel.
  • the cylinders are each assigned at least one outlet channel, via which the exhaust gas can flow out of the respective cylinder.
  • the exhaust passage of the first cylinder is associated with a first exhaust valve, which is movable between an open position of the first cylinder fluidly obstructing the closed position and at least one of the outlet channel of the first cylinder at least partially fluidly releasing open position.
  • the outlet channel of the second cylinder is assigned a second outlet valve which is movable between a closed position fluidically blocking the outlet channel of the second cylinder and at least one open position fluidically releasing the outlet channel of the second cylinder.
  • a third outlet valve is also associated with the outlet channel of the third cylinder, which is movable between an open position fluidically blocking the outlet channel of the third cylinder and at least one open position fluidically releasing the outlet channel of the third cylinder. If the respective outlet valve is in its open position, then the exhaust gas can flow out of the respective cylinder via the respective outlet channel.
  • the three exhaust valves can be at least one time, that is, at the same time in the respective open position, so that the cylinders are fluidly connected to each other via the exhaust manifold.
  • the intake valves and the exhaust valves are for example actuated by means of at least one camshaft and thereby moved from the respective closed position into the respective open position and optionally held in the open position. This is also called valve control.
  • the camshafts open the intake valves and the exhaust valves at predeterminable times or positions of the crankshaft. Furthermore, the camshafts permit a respective closing of the intake valves and exhaust valves at predeterminable times or rotational positions of the crankshaft.
  • crank angle The respective rotational positions of the crankshaft about its axis of rotation are usually also referred to as “degrees crank angle” [° CA].
  • the figures now show diagrams on the abscissa 10, the rotational positions, that is, crank angle degrees of the crankshaft is plotted.
  • the reciprocating internal combustion engine is designed as a four-stroke engine, wherein a so-called working cycle of the crankshaft comprises exactly two revolutions of the crankshaft.
  • a working game is exactly 720 [° CA].
  • the respective piston moves twice into its respective top dead center (TDC) and twice into its respective bottom dead center (TDC).
  • the dead center, in the area in the fired operation of the reciprocating internal combustion engine, the compressed fuel-air mixture is ignited, is referred to as the upper Zündtot Vietnamese (ZOT).
  • ZOT The dead center, in the area in the fired operation of the reciprocating internal combustion engine, the compressed fuel-air mixture is ignited, is referred to as the upper Zündtot Vietnamese (ZOT).
  • the upper Zündtot Vietnamese ZOT is entered twice, namely once at 720 degrees crank angle and once at 0 degrees crank angle, this being the same rotational position of the crankshaft and the camshaft.
  • the designations "UT" for the bottom dead center, "TDC” for the top dead center and “ZOT” for the top ignition dead center entered into the diagrams shown in the figures refer to the positions of the first piston.
  • the 720 [° CA] shown in the diagrams thus refer to a working cycle of the first cylinder and the first piston. Based on this cycle of the first piston, the second piston and the third piston reach their respective bottom dead center and their respective top dead center or top Zündtotddling to different rotational positions of the crankshaft.
  • first exhaust valve and the first intake valve refer to the respective bottom dead center UT at 180 [° CA] and 540 [° CA], the top dead center OT (upper charge cycle dead center) at 360 [° CA] and the upper ignition dead center ZOT of the first piston at 0 [° CA] or 720 [° CA] and can easily on the second exhaust valve of the second cylinder, but with respect to the respective bottom dead center, top dead center and the top dead center of the second piston and on the third exhaust valve, but based on the respective bottom dead center, the top dead center and the top dead center of the third piston related.
  • the cylinders and thus the exhaust valves and the intake valves are operated in the same way.
  • the diagrams also have an ordinate 12, on which a respective stroke of the respective intake valve and the respective exhaust valve is plotted.
  • the respective outlet valve or respective inlet valve is moved, that is opened and closed ..
  • a gradient 14 entered with a dashed line.
  • the course 14 characterizes the movement, that is to say the opening and closing of the first inlet valve of the first cylinder.
  • a curve 16 is also entered with a solid line, which characterizes the opening and closing of the first exhaust valve of the first cylinder in engine braking operation.
  • a circled trace 18 characterizes the opening and closing of the second exhaust valve of the second cylinder with respect to the working cycle of the first cylinder and the first piston.
  • a crossed course 20 characterizes the opening and closing of the third exhaust valve of the third cylinder with respect to the working cycle of the first cylinder.
  • the curve 18 of the second exhaust valve of the second cylinder corresponding to a firing order 1-5-3-6-2-4 of a six-cylinder in-line engine is shown offset by 480 degrees crank angle relative to the cycle of the first cylinder and according to the course 20 of the third exhaust valve of the third cylinder by 240 degrees crank angle.
  • the curves 14, 16, 18, 20 represent respective valve lift curves of the intake valve or the respective exhaust valves.
  • Fig. 1 can be seen from the course 14 that the first inlet valve of the first cylinder in the region of the top dead center OT of the first piston is opened and closed in the region of the bottom dead center UT of the first piston.
  • the first intake valve performs an intake stroke 22 so that fresh air gas can flow into it via the intake passage of the first cylinder, and this gas is drawn from the piston moving from the top dead center OT to the bottom dead center UT.
  • the first exhaust valve is closed twice within a working cycle of the first cylinder or the first piston and opened twice.
  • the first exhaust valve of the first cylinder is closed a first time within the working cycle of the first cylinder or the first piston at a rotational position designated 1S1, shortly before 480 [° CA] of the crankshaft. This rotational position 1S1 is thereby located within the intake stroke 22.
  • the first exhaust valve is opened a first time after 660 [° CA] of the crankshaft following the first closing at a rotational position designated 10 1.
  • the first exhaust valve is closed a second time at a rotational position designated 2S1 shortly after 240 [° CA] of the crankshaft.
  • the first exhaust valve is opened a second time at a rotational position of the crankshaft designated 2O1 at about 270 [° CA].
  • the fresh air in the first cylinder is compressed by means of the first piston.
  • the first opening and the second closing the first exhaust valve performs a first decompression stroke 24 within the working cycle of the first cylinder, so that the first cylinder performs a first decompression cycle.
  • the first opening causes the fresh air previously compressed by the first piston or the gas previously compressed by the first piston to be discharged from the first cylinder via the outlet channel of the first cylinder, without the compression energy stored in the compressed gas being able to be used to move the first piston from its top dead center to its bottom dead center.
  • the first exhaust valve performs a second decompression stroke 26 within the working cycle of the first cylinder, so that the first cylinder performs a second decompression cycle.
  • the first exhaust valve In the engine braking mode, the first exhaust valve, as well as the second and third exhaust valve, performs a substantially lower stroke than in normal operation, that is, in the fired operation of the reciprocating internal combustion engine.
  • the second exhaust valve is closed a second time at a rotational position of the crankshaft designated 2S2, and subsequently opened a second time at a rotational position of the crankshaft designated by 2O2.
  • the second exhaust valve performs a first decompression stroke 28.
  • the second outlet valve performs a second decompression stroke within the working cycle of the second cylinder.
  • the first closing of the second exhaust valve compresses gas in the form of fresh air which has been sucked into the second cylinder as a result of the opening of the second intake valve from the second piston.
  • the compressed gas is discharged via the second exhaust passage from the second cylinder, so that in the compressed gas stored compression energy can not be used to the second Move the piston from its top dead center back to its bottom dead center. This process is repeated within the scope of the second decompression stroke 30, so that the second cylinder also performs two decompression cycles within one working cycle of the second cylinder.
  • the third exhaust valve is opened a first time at a rotational position of the crankshaft designated by 1O3.
  • the third exhaust valve is closed a second time at a rotational position of the crankshaft designated 2S3.
  • the third exhaust valve is opened a second time at a rotational position of the crankshaft designated by 2O3.
  • the third exhaust valve performs a first decompression stroke 32 within a working cycle, so that the third cylinder performs a first decompression cycle.
  • the rotational position 1S3 at which the third exhaust valve is first closed within the working cycle of the third cylinder and third piston is also in the range and preferably within the intake stroke of the intake valve of the third cylinder.
  • gas in the form of fresh air sucked into the third cylinder by opening the third intake valve by means of the third piston is compressed by the third piston.
  • the first opening (at rotational position 10 3) of the third exhaust valve discharges the compressed gas from the third cylinder so that compression energy stored in the compressed gas can not be used to move the third piston from its top dead center to its bottom dead center.
  • the third exhaust valve Through the second opening (at rotational position 2O3) and the first closing (at rotational position 1S3), the third exhaust valve performs a second decompression stroke 34 within the working cycle of the third cylinder, wherein in the course of the second decompression stroke 34 of the third exhaust valve, the third cylinder performs a second decompression cycle performs. Also in the context of the second decompression cycle, compressed gas is discharged from the third cylinder via the third outlet channel, so that compression energy stored in the compressed gas can not be used to move the third piston from top dead center to bottom dead center.
  • the third exhaust valve of the third cylinder within the cycle of the third Cylinder two decompression strokes 32, 34, which follow each other within the working cycle of the third cylinder.
  • the three cylinders perform within the respective cycle each two consecutive decompression cycles, whereby a particularly high engine braking performance can be realized in engine braking operation.
  • the degrees of crank angle at which the second and third exhaust valves respectively open and close are respectively offset by 240 [° CA] and 480 [° CA] with respect to the first cylinder.
  • the first exhaust valve of the first cylinder is kept open after the first opening (at rotational position 1O1) and before the second closing (at rotational position 2S1) after the initial decompression in that the first cylinder is refilled with gas flowing out of the second cylinder on the exhaust side via the second exhaust passage and with gas flowing out of the third cylinder on the exhaust side via the third exhaust passage.
  • the first exhaust valve is kept open until shortly after 240 degrees crank angle to the upper Zündtot Vietnamese ZOT of the first piston or only shortly after 240 degrees crank angle to the upper Zündtotddling ZOT is completely closed.
  • the second Dekompressionshub 30 of the second exhaust valve still completely within the first Dekompressionshubs 24 of the first exhaust valve.
  • the first Dekompressionshub 32 of the third exhaust valve is partially within both the second Dekompressionshubs 30 and partially within the first Dekompressionshubs 24, since the third exhaust valve - based on the cycle of the first cylinder - already 180 degrees crank angle to the upper Zündtot Vietnamese ZOT of first piston is opened. This means that all three exhaust valves are temporarily opened simultaneously by the first opening of the third exhaust valve at the rotational position 103, so that the cylinders are fluidly connected to one another via the exhaust manifold.
  • the first cylinder can be charged with gas from the second cylinder and the third cylinder for the second decompression cycle (decompression stroke 26) following the first decompression cycle (decompression stroke 24), whereby a particularly high engine braking power can be represented.
  • the first cylinder is doing for its second decompression cycle with gas from the second decompression cycle of the second cylinder and filled with gas from the first decompression cycle of the third cylinder.
  • the first exhaust valve should be kept open for at least as long after the first opening 1O1 and before the second closing 2S1 that the first cylinder is filled with gas flowing out of at least one second cylinder of the reciprocating internal combustion engine via at least one outlet channel. This means that the first cylinder should be filled at least with gas of the second or third cylinder and thus the first cylinder is only filled by another cylinder with gas.
  • This principle can also be easily transferred to the second cylinder and the third cylinder.
  • the second cylinder for its second decompression cycle within the working cycle of the second cylinder is filled with gas from the first cylinder and with gas from the third cylinder, that is charged.
  • the third cylinder is charged within the working cycle of the third cylinder for the second decompression cycle with gas from the first cylinder and with gas from the second cylinder.
  • the first cylinder can not be filled with gas via the intake passage of the first cylinder after the intake stroke 22 and before the second decompression cycle. Therefore, it is provided to fill the first cylinder for its second decompression cycle via the outlet channel of the second cylinder with gas, this gas coming from both the second cylinder and from the third cylinder.
  • Fig. 2 is an alternative embodiment to Fig. 1 shown. Same lines and same points are in there Fig. 2 with the same reference numerals as in Fig. 1 Mistake. In the diagram of Fig. 2 is that too Fig. 1 unchanged course 14 registered. The curves 16 ', 18' and 20 'have in contrast to Fig. 1 respectively earlier closing first decompression strokes 24 ', 28' and 32 '.
  • the second closing 2S1 ', 2S2' and 2S3 'of the first decompression strokes 24', 28 'and 32' takes place respectively about 30 degrees crank angle earlier,
  • closes the first exhaust valve at about 210 degrees crank angle and the first closing times 1S1, 1S2 and 1S3 of the second, unmodified decompression strokes 26, 30, 34 are in time after the second closing 2S1 ', 2S2' and 2S3 'of the first decompression strokes 24', 28 'and 32'.
  • FIG. 3 is a diagram illustrating preferred ranges of the respective opening and closing timings of the two consecutive decompression strokes with reference to the first exhaust valve.
  • the following explanations are readily applicable to the other cylinders and the other cylinder bank. Same lines and same points are in there Fig. 3 with the same reference numerals as in Fig. 1 and Fig. 2 Mistake. In the diagram of Fig. 2 is that too Fig. 1 unchanged course 14 registered. Furthermore, in the Fig.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Claims (5)

  1. Procédé de fonctionnement d'un moteur à combustion interne à pistons alternatif pendant le fonctionnement en frein moteur, dans lequel pendant le fonctionnement en frein moteur dans un cycle de travail au moins une soupape d'échappement d'au moins un cylindre se ferme (1S1, 1S1', 1S1'") une première fois, s'ouvre (101, 101", 101'") ensuite une première fois, ensuite se ferme (2S1, 2S1', 2S1", 2S1'") une seconde fois et ensuite s'ouvre (201, 201", 201'") une seconde fois, pour évacuer ainsi à partir du cylindre au moyen d'un piston du cylindre du gaz comprimé dans le cylindre, caractérisé en ce que la soupape d'échappement est maintenue ouverte après la première ouverture (101, 101", 101'") et avant la deuxième fermeture (2S1, 2S1', 2S1", 2S1"') tant que le cylindre est rempli de gaz, qui s'écoule dans au moins un canal d'écoulement provenant d'au moins un deuxième cylindre du moteur à combustion interne à pistons alternatifs et la soupape d'échappement du premier cylindre est maintenue ouverte après la première ouverture (101, 101', 101") et avant la deuxième fermeture (2S1, 2S1', 2S1", 2S1"') tant que le premier cylindre est rempli de gaz qui s'écoule par au moins un canal d'écoulement respectif provenant du deuxième cylindre et provenant au moins d'un troisième cylindre du moteur à combustion interne à pistons alternatifs et la soupape d'échappement du premier cylindre est maintenue ouverte après la première ouverture (101, 101', 101") au moins jusqu'à un angle de vilebrequin de 210 degrés après le point mort supérieur (OT), en particulier après le point d'allumage supérieur (ZOT), du piston du premier cylindre.
  2. Procédé selon la revendication 1, caractérisé en ce que pendant le fonctionnement en frein moteur dans un cycle de travail du deuxième cylindre au moins une deuxième soupape d'échappement du deuxième cylindre se ferme une première fois (1S2, 1S2", 1S2"), s'ouvre (102, 102', 102") ensuite une première fois, se ferme (2S2, 2S2', 2S2", 2S2"') ensuite une deuxième fois et s'ouvre (202, 202', 202") ensuite une deuxième fois, pour ainsi évacuer à partir du second cylindre au moyen d'un second piston du deuxième cylindre du gaz comprimé dans le deuxième cylindre, le premier cylindre étant rempli au moins en partie par le gaz évacué à partir du deuxième cylindre, pendant que la seconde soupape d'échappement s'ouvre au moins en partie après sa deuxième ouverture (202, 202", 202"') et avant sa première fermeture (1 S2, 1 S2", 1S2"') ou après sa première ouverture (102, 102", 102"') et après sa deuxième fermeture (2S2, 2S2', 2S2", 2S2'").
  3. Procédé selon la revendication 1, caractérisé en ce que pendant le fonctionnement en frein de moteur dans un cycle de travail du second cylindre au moins une seconde soupape d'échappement du deuxième cylindre se ferme (1S2, 1S2", 1S2'") une première fois, ensuite s'ouvre (102, 102", 102'") une première fois, ensuite se ferme (2S2, 2S2', 2S2", 2S2"') une seconde fois, et ensuite s'ouvre (202, 202', 202") une seconde fois pour ainsi évacuer à partir du second cylindre au moyen d'un second piston du second cylindre du gaz comprimé dans le deuxième cylindre, et en ce que pendant le fonctionnement en frein moteur dans un cycle de travail du troisième cylindre au moins une troisième soupape d'échappement du troisième cylindre se ferme (1S3, 1S3", 1S3'"), à la suite de quoi il s'ouvre (103, 103", 103"'), à la suite de quoi se ferme une seconde fois (2S3, 2S3', 2S3", 2S3'") et à la suite de quoi s'ouvre une seconde fois (203, 203", 203'"), pour ainsi évacuer à partir du troisième cylindre au moyen d'un troisième piston du troisième cylindre du gaz comprimé dans le troisième cylindre, le premier cylindre étant rempli d'au moins une partie du gaz évacué à partir du deuxième cylindre, pendant que la deuxième soupape d'échappement s'ouvre après sa deuxième ouverture (202, 202", 202"') et avant sa première ouverture (1S2, 1S2", 1S2'") et le premier cylindre étant rempli d'au moins une partie du gaz évacué à partir du troisième cylindre, pendant que le troisième soupape d'échappement s'ouvre au moins partiellement après sa première ouverture (103, 103', 103") et avant sa deuxième fermeture (2S3, 2S3', 2S3").
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les soupapes d'échappement pendant le fonctionnement en frein moteur effectuent une course plus courte que pendant un fonctionnement normal différent du fonctionnement en frein moteur, en particulier en accélération, du moteur à combustion interne à pistons alternatifs.
  5. Moteur à combustion interne à pistons alternatifs pour un véhicule automobile, qui est conçu pour exécuter un procédé selon l'une des revendications précédentes.
EP14809594.6A 2013-12-20 2014-12-04 Procédé de fonctionnement d'un moteur à combustion interne à pistons alternatifs Active EP3084197B1 (fr)

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DE102013022037.8A DE102013022037A1 (de) 2013-12-20 2013-12-20 Verfahren zum Betreiben einer Hubkolben-Verbrennungskraftmaschine
PCT/EP2014/003244 WO2015090522A2 (fr) 2013-12-20 2014-12-04 Procédé de fonctionnement d'un moteur à combustion interne à pistons alternatifs

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EP (1) EP3084197B1 (fr)
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DE102018005457B4 (de) * 2018-07-10 2020-02-06 Daimler Ag Verfahren zum Betrieb einer Brennkraftmaschine, insbesondere eines Kraftfahrzeugs, in einem Motorbremsbetrieb
US20230392559A1 (en) * 2022-06-02 2023-12-07 GM Global Technology Operations LLC Engine exhaust braking system for equalizing pressures across exhaust valves during intake strokes

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WO2015090522A3 (fr) 2015-08-13
JP2017502200A (ja) 2017-01-19
EP3084197A2 (fr) 2016-10-26
JP6254705B2 (ja) 2017-12-27
US20160319753A1 (en) 2016-11-03
US10598099B2 (en) 2020-03-24
CN105829683A (zh) 2016-08-03
DE102013022037A1 (de) 2015-06-25
WO2015090522A2 (fr) 2015-06-25
CN105829683B (zh) 2019-03-01

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